Portable refrigerator



April 15, 1952 M. F. KNoY 2,592,712

PORTABLE REFRIGERATOR Filed April 10, 1944 3 Sheets-Sheet l Arrow/5v5 April 15, 1952 M. F. KNoY 2,592,712

PORTABLE REFRIGERATOR Filed April 10, 1944 3 Sheets-Sheet 2 April l5, 1952 M. F. KNOY PORTABLE REFRIGERATOR Filed April 10, 1944 3 Sheets-Sheet 3 ewa.

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FOR THE/7PM Afro/FNM Patented pr. l5, '1952 PORTABLE REFRIGERATOR Marion F. Knoy, Long Beach, Calif., assigner to Robert T. Collier, Wilmington, Calif.

Application April 10, 1944, Serial No. 530,326

2 Claims.

l This invention relates to refrigeration of the gas-absorption type wherein an absorption liquid containing a refrigerantgas `is circulated in asealed system. l

This application is a continuation-impart of my copending `application Serial No. 521,354, filed February 7, 1944, which has now matured into Patent No. 2,481,520 granted September 13, .1.949.

One object of this invention is to improve the gasabsorption refrigeration cycle.

Another Objectis to Vcool a refrigeratorcompartment of a `truck or other portable device by means of thegas-absorption refrigeration cycle and utilize heat from the liquid cooling jacket of an internal combustion or other heat-generating engine asgenerating means for liberating refrigerant gas from the absorption liquid. In a preferred form the engine will also propel a truck or other vehicle carrying the refrigerator. It is recognized that the gas-absorption cycle has been used for refrigeration, but I am not aware that heat from a cooling liquid jacket of a heatgenerating engine has been employed for energizing such systems.

To aid in an understanding of my invention, the conventional gas-absorption refrigeration cycle is briefly described as involving the steps of heating a rich absorption liquid to expel refrigerant gas therefrom and yield lean absorption liquid, condensing the gas to form lquefied refrigerant, evaporating the liquid refrigerant with the aid of hydrogen as a Xed carrier to produce refrigeration, and rcabsorbing the gas in cooled lean absorption liquid. Rich absorption liquid is one having refrigerant gas absorbed or dissolved therein in operative proportion, usually water containing ammonia, and lean absorption liquid is that fromwhich the refrigerant gas has been expelled in operation of the cycle. The conventional gas-absorption refrigeration system comprises al so-called generator into which rich absorption liquid is fed and lto which heat is applied whereby refrigerant gas and a small amount of water vapor are redistilled out; an accumulator or separator into which the hot liquid and gas are conveyed and in which the lgas separates from the liquid; a so-called analyzer into which separated gas usually carrying some water vapor enters and passes through rich absorption liquid passingto the generator; a rectifier` through which the gas passes to remove any water vapor remaining; an elevated condenser to receive and liquefy the refrigerant gas; an elevated evaporator 2 into which the liquefied refrigerant flows and into which an uncondensable carrier gas, hydrogen, enters, and wherein the refrigerant evaporates under the partial pressure effects of the carrier gas to produce cooling; and an absorber into the'upper `portion of which the lean absorpftion liquid is fed and into a lower portion of which cold refrigerant gas and carrier gas from the evaporator pass to rise countercurrently against the descending lean absorption liquid fiowing by gravity from the accumulator, whereby the liquid` absorbs the refrigerant gas with incidental heat evolution, the resultant rich ab sorption liquid returning by gravity from the absorber to the analyzer and flowing thence to the generator, the carrier gas rising through the absorber and returning to `the evaporator circuit.

Stated briefly, one phase of the invention resides in employing heat from the cooling jacket of an internal combustion engine as the generating heat to liberate dissolved refrigerant gas contained in an absorption liquid, thereby to operate the gas-absorption,refrigeration Vcycle and cool refrigerator` compartments in trucks or passenger compartments in buses and the like. A conventional gas-absorption refrigeration cycle may be employed for the purpose if desired. However, the present invention also comprises novel features of the gas-absorption cycle itself. One of these features is the employment of a gas lift or vapor lift for elevating the rich absorption liquid to establish a head which is higher than that in the absorber, whereby to augment the feed of the rich absorption liquid to the gas-generating portion of the system. Another feature of the invention resides in the discovery that, upon supplying increased amounts of heat to meet increased refrigeration requirements, a resultant increase in the gas lift effect mentioned increases the head of rich absorption liquid in the accumulator by reason of an automatic transfer or shift of a larger proportion of the main body of rich absorption liquid from the absorber to the accumula-tor than occurs under lower rcfrigerating requirements, thereby insuring circulation of still greater amounts of rich absorption liquid and liberation of more refrigerant gas to meet effectively the higher refrigerating requirements. According to one form of the invention, this feature is accomplished by the employment of apertures or perforations in anupper portion of a standpipe in the gas lift device, whereby liquid may overflow from the stand-pipe through the aper- 3 tures under light loads, and over the top of the stand-pipe under heavy refrigeration loads. A further improvement in this aspect of the invention resides in providing for the accumulation of excess liqueed refrigerant gas when the latter is not required to produce cooling in the evaporator or refrigerator, so that this excess liquid refrigerant will be present as a. reserve when increased refrigerating requirementsY develop. In the event of any large excess of liqquefied refrigerant, which might occur under conditions of low refrgerating requirements, the invention includes provision for the return of such large excess directly to the rich absorption liquid which, to that extent, will be forti-V ed in order to meet quickly any increased refrigeration requirement. Under the latter coni dition, the excess liquefied refrigerant passing directly into the rich absorption liquid Will in turn pass to the gas lift device and thence to the gas generator and condenser without performing any refrigeration in the evaporator or refrigerator. Thus, the invention also includes employing only that amount of liquid refrigerant which is necessary when refrigeration requirements are low, and storing excess amounts of liquid refrigerant for quickly meeting increased refrigeration demands when they occur.

Another feature of the invention resides in providing a by-pass around the condenser directly to the evaporator coils, so that hot gases and vaporsaseparating from the hot liquid leaving the generator may be passed directly to the evaporator coils for quickly defrosting the same, or for supplying sucient heat to the compartment should the atmospheric temperature become colder than desired,V so as to threaten freezing, for example.

Other mechanical -features of the invention include the employment of a plurality of individual jets respectively directed into the open ends of all of the various coils of both the absorber and the preferred form of the evaporator or refrigerator, whereby to distribute the lean liquid in the one instance and the liquefied refrigerant gas in the other instance uniformly into the respective coils, thereby to obtain uniform absorption in the one instance and uniform refrigeration in the other instance.` Another feature of mechanical novelty is in the employment of heavily finned coils in the absorber and in the evaporator or refrigerator, and further in the employment of a helical fin having a metal bond to the internal pipe of a heat exchanger such as may be disposed between the absorber and. the gas generator, whereby turbulence and high rates of heat exchange are attained.

A particular feature of the present invention resides in providing on the truck or other vehicle a separate vertically arranged chamber or stack in which especially the condenser and the absorber are positioned, and providing a forwardly directed air scoop at the bottom of the stack and a rearwardly directed air vent at the top of the stack, whereby good cooling air circulation is induced. Another feature of this phase of the invention resides in employing the exhaustgases to produce an aspirating effect at the top of the stack, this being accomplished by disposing an exhaust gasA outlet or outlets adjacent the outlet of the vent so as to discharge rearwardly and further induce an upward draft through the stack bythe resultant ejector or aspirating action, whereby cooling air will be circulated as long as 4 the motor is running, whether or not the vehicle is moving.

Further features of invention are found in providing hydrogen lines of relatively large crosssectional area whereby to reduce frictional resistance to flow of the hydrogen or other carrier gas; employing helium as a carrier gas instead of hydrogen because of its freedom fro m loss by seepage through iron and steel parts, thereby making it possible to use iron and steel in the system; and employing a heavier refrigerant than ammonia, preferably monomethylamine, when helium is used as the carrier gas.

In the accompanying drawings wherein certain rembodiments of the invention are disclosed by way of illustration only:

Fig. 1 is a side elevation of a refrigerator truck operated by an internal combustion engine and equipped with the refrigerating improvements of the present invention;

Fig. 2 is a vertical section taken approximately on the broken line 2 2 of Fig. 3, parts being shown in rear elevation;

Fig. 3 is a fragmentary side elevation, parts being broken away, the view being taken approximately from the line 3 3 of Fig. 2, and indicating the relative arrangement on the truck of the various instrumentalities;

Fig. 4 is a flow sheet showing diagrammatically the operative relationship of all of the parts of the system; Y

Fig. 5 is a fregmentary cross-section taken from the line 5 5 of Fig. 2 and showing the nozzle arrangement for supplying lean absorption liquid to the various coils of the absorber; and

Fig. 6 is a fragmentary elevation, partly in section, showing a modied form of evaporator or refrigerator unit.

Referring to the drawings, and especially to the flow sheet of Fig. 4, the principal parts of the apparatus shown comprise: a conventional internal combustion engine E having an engine block I carried on a forward portion of the truck frame; a ventilated housing H carried by an intermediate portion of the truck and enclosing a refrigerant-producing system; a generator G enclosed in said housing for liberating refrigerant gas from a gas-absorption liquid; an accumulator and separator K which receives hot lean absorption jliquid and liberated gases from the generator G; a liquid collector L which receives rich absorption liquid and into which separated gas from the separator K is passed to produce a gas lift effect for establishing an elevated head of the rich absorption liquid to supply the generator G; a condenser C in which refrigerant gas from the collector L is condensed to form liqueed refrigerant; an evaporator or refrigerator R in which liquefied refrigerant is vaporized to produce a cooling effect in a refrigerator compartment on the truck; and an absorber A in which cold refrigerant gases from the evaporator R are reabsorbed in the lean absorption liquid.

The block of the engine E and its associated cooling equipment are shown as located beneath the hood I2 of the truck and between and below a front grill I3 and forward walls I4 of an operators cab I5. A frame I 6 supports a truck body comprising a body member I1 enclosing a'refrigerator compartment I 8, the truck body also comprising a vertically disposed housing I-I which is positioned behind the operators cab I5. The housing H comprises outer walls 20 and an inner rear wall 2| which is also the forward wall of the refrigerator compartment I8. The walls 20 and allegria 2| enclose a chamber 22 in `which are placed the refrigerant-producing devices above enumerated. At one side of the chamber 22, which is the `left side as viewed inFig. 2, the top wall of the housing H is elevated to form a hood 26d` which is provided with a rearwardly directed vent-23 for escape of air rising through the chamber 22. Vertically aligned with the hood a, an air intake device 24 is providedat the bottom of the chamber 22 and connected with the housing H, the device 2li being provided with a forwardlydirected air scoop or intake 25, theair passing preierabiy through any suitablefilter or air cleaner 2e and rising thence through an opening 21 in the bottom of the housingiI-I into the chamber 22. In this manner an active air column or cooling stack 22a isprovided in the corresponding side of the chamber 22, thecolumn22a thus having a good up-draft of cooling air `which is utilized by placing the absorber A and the condensing means() therein as seen in Fig. 2.

For supplying heatwto the generator G, advantage is taken of heat generated in the block l0 of the' internal combustion engine E. For this purpose the block l0 is provided with a cylinder head 2E suitably mounted in any conventional manner and provided with a fluid chamber 29 having communication with cooling liquid passages 3u conventionally located adjacent engine cylinders 32. Extending from the top of the cylinder head 2t is a riser 33 for hot fluid, which communicates with a chamber at the top of a cooler or condenser comprising a series of hairpin coils 35 provided with cooling nns St, the coils t5 discharging into a bottom chamber 38 from which the cooling fluid is returned by a conduit 35 to the engine block I8.

In order to heat the generator G, a coil provided with heat distributing fins 40a is disposed therein and is connected by means of a line 4! with the chamber 23 in the cylinder head 28, whereby hot fluid is conducted from the engine cooling system into the coil 4B, the cooled fluid being returned by a line 42 to the cooling liquid passages Sii in the engine `block lil. The .engine cooling system just described, comprising the riser 33, the hair-pin coils 35, the passages 30 in the engine block iii, the iiuid line 4|, and the heating coil il@ may be either iilled with a relatively non-vaporizing cooling liquid or a vaporizing liquid which will have a normal operating level at an intermediate point in the chamber 29 approximately as indicated by the line 43, this level being below the coils `35 and the heating coil 40.

The generator G? containing the heating coil til comprises a container 4d which is supplied with rich absorption liquid by an intake conduit d5 communicating with the lower portion thereor". Ii desired, for purposes of heat conservation, the container fill may be enclosed in an insulating casing or jacket 4S, which also avoids overheating the chamber 22. rlhus, the heated gas generator G is in this respect segregated from the succeeding gas handling devices which are the other members of the refrigerant-producing system enclosed in the chamber 22 and comprise the accumulator K, the collector L, the condensing device C', and the absorber A.

The hydrostatic head supplying liquid to the container riti is established by a liquid level higher than the container 44. As a result, the hot refrigerant gas, for example, ammonia gas, distilled from the absorption liquid, for example, water, in the container lili, passes into an upwardly extending conduit 41 together with yquantities oiA the `liquid and a small amountof water vapor, and furnishes a gas lift effect which `carries the absorption liquid to an elevated point of discharge into the accumulator K, wherein the liquid falls to establish an elevated lean absorption liquid level approximately as indicated by the line `t8, thereby providing a chamber 5i? for the separation of the liberated refrigerant gas and the condensation of a part of `the Water vapor.

The lean liquid in the accumulator` K, largely denuded of gaseous refrigerant, descends `into a horizontal heat exchanger 52, `through which it travels to the left as vviewed in Figs. 2 and 4 and thence rises through `a conduit 5 3, from which it is injected into a header 54 at the top of the absorber A.

The absonber A includes, in addition to the header 54, `a series-of hairpin coils `55, the loops of whichextend transversely, each coil being verticallydisposedanddescending step by step from the header 54 to a` gas receiving chamber 55 located above andlconnected with a liquid receiver 5B which constitutes a storage receptacle for enriched absorption liquid, the liquid normally having an operating level approximately asiindicated by the dotted line 59. For supplying lean liquid to the absorber A, the upper endof the conduit 53 is horizontally disposed so as to serve as a manifold 6c, as shown in Figs. 2 and 5, which manifold is provided on oneside with a series of nozzlestZ which are directed to vjet the lean liquid into the adjacent open ends of the coils 55, which, if desired, may be flared as shown at 63.

' ln this manner the lean absorption liquid builds up a back pressure under which it is jetted through the nozzles 52 into streams of ammonia gas and hydrogen, or ammonia gas and helium,

being fed into the chamber 5t after leaving the evaporator R as presently to be described.

By jetting the lean absorption liquid from the nozzles 62 into a series of streams oi rising refrigerant and carrier gas, a high degree of contact between the rising gases and the jetted lean liquid'is produced so that good absorptionof the refrigerant in the liquid is obtained, thereby yielding a rich absorption liquid containing in solution'substantially all of the refrigerant. A particular advantage of the method of supplying each absorber coil individually with weak absorption liquidis that it insures a more even distribution or the liquid among the various coils than could be secured by gravity ilow alone. In a vehicle traversing uneven roads, rst one end and then the other end of the liquid supply manifold would be higher, with the result that most of the lean liquid would tend to run down into the first coil encountered, thus gorging some coils and starving others, unolei1 varying conditions.

Since absorption of the refrigerant gas by the lean absorption liquid presents an exothermie phenomenon, it is desirable to provide for good cooling. For this reason, each of the coils 55 is well provided with uns B4 which assistin carryi ing heat from the gases and liquids in the coils to the air stream` rising upward in the stack or air column 22a from the air intake 25 to the air vent 23, in which column 22a the absorber A is disposed below the condensing means C for the purpose indicated.

The body of rich absorption liquid normally accumulated in the receiver 58 of theabsorber A and standing approximately atthe level 59 passes from the receiver 58 through a line 65 which is` disposed in heat exchanging relationwith warm i? lean absorption liquid in the heat exchanger section 52, whereby the rich absorption liquid is correspondingly warmed. This heat exchange effect may be enhanced by the provision of a helical iin 65 secured on the lwall of the line `G5 by suitable metal bonding, such as welding or soldering, as indicated at 68, the helix creating turbulence and the metal bond insuring good heat conduction to improve the heat exchange between the two liquids. The line 65 leads the warm rich absorption liquid from the heat exchanger 52 into the lower end of a standpipe 18 centrally located in the liquid collector L and constituting a portion of a gas lift device to raise rich absorption liquid above the normal level 59 in the receiver 58 of the absorber A and thereby to establish a high liquid vlevel and consequent hydrostatic head in the collector L.

In order to produce the gas lift effect and maintain a higher liquid level, a gas and vapor conducting pipe 12 leads from the top of the accumulator K and downward through the top of the collector L into the bottom of the stand-pipe 10, where it discharges into the liquid body at a point below the liquid level 59 of the receiver 58. The diameter of the depending pipe 12 compared with the diameter of the stand-pipe 1B is such that the quantity of gases being expelled by the gas pressure in the accumulator K from the lower end of the pipe 12 is sufficient to produce a gas lift effect in the stand-pipe 16 which thereby becomes a gas lift chamber, whereby to elevate liquid into the upper end of the stand-pipe 10, whence it passes through apertures 13 into an outer annular chamber 14 in the collector L and tends to establish therein a liquid level approximately indicated by the line 15 when operating under normal conditions, lwhereby a head of warm rich absorption liquid is created in the collector L to supply liquid continuously to the container 44 of the generator G under the resultant hydrostatic pressure. The perforations 13 in the upper end of the stand-pipe 'I0 permit liquid which is elevated by gas lift during normal operation of the evaporator R under light refrigeration requirements to flow out therethrough to establish the liquid level 15. However, when refrigeration requirements become heavy and increased amounts of heat are applied to the generator' G, as hereinafter disclosed, the gas lift in the collector L increases and the volume of warm, rich liquid rising in the stand-pipe increases to a point at which all of it cannot escape through the perforations 13, the result being that the excess rises and overflows from the top of the standpipe 18 into the annular chamber 14 and thereby establishes a higher liquid level and consequently greater hydrostatic pressure which feeds a correspondingly increased quantity of the rich absorption liquid to the generator G.

Thus, the present system establishes a liquid level in the collector L at or at a higher level, which is higher than the level 59 in the receiver 58, and the liquid level 48 in the accumulator K is established at a higher level higher than that in the collector L and higher than the discharge point of the lean absorption liquid into the header 54 of the absorber A, the one liquid level beingv established by the gas lift eifect in the stand-pipe 18 and the other being accomplished by means of the gas lift effect in the conduit 41 leading from the generator G to the accumulator K. The gas lift effect in the stand-pipe l! has the further function of supplying additional pre-heat to the incoming rich absorption liquid by reason' of the Lio hot gases and vapors passing through the pipe I from the accumulator K. This contact o f the hot gases and vapors with the relatively cool rich absorption liquid within the stand-pipe 10 serves also to condense out some of the water vapor that may be carried over with the gas from the accumulator K.

The rich refrigerant gases and vapors which accumulate in the top of the collector L rise therefrom through a pipe 16, the upper portion of which is inclined, whence normally they pass through an inclined line 11 and thence to the condenser C.V The line 1l carries cooling ilns 18 which assist in lowering the temperature of the gases in the line 11 so that any small amount of water vapor that'may be carried over with the gas from the collector L will be condensed, the inclination of the pipe 16 and line 11 returning such condensed water back into the collector L by way of the pipe 16, and thereby acting to that extent as a rectiiier for the gases to remove i'lnal traces of water vapor therefrom before they pass into the condenser C.

The condenser C, which receives the rectified gases from the line 11, is located in the upper end of the cooling stack or air column 22a adjacent the air vent 23. The condenser C is shown as being a series of hairpin coils liberally provided with cooling iins 82, the coils 8E) extending back and forth across the column 22a to insure good cooling by the air currents rising therethrough.

Under the pressure and temperature conditions of the system, refrigerant gas, such as ammonia gas, passing through the coils 80 of the condenser C, is condensed into liquid which ows from the lowermost coil 80 through a conduit 34 into a liquid refrigerant accumulating vessel 85,

from which the liqueed refrigerant flows jacent the evaporator R. If excess liquefied regas absorption liquid in the receiver 53 of the aby sorber A. Liqueed refrigerant which is passed by the valves 81 flows into the uppermost coil of a series of coils which constitute the evaporator or refrigerator R located in the refrigerator compartment I8. The evaporation of the liqueed refrigerant in the coils 9U produces refrigeration in the coils with consequent cooling of the compartment I8. To render the cooling effect more efficient, the coils 9D, which are shown as hairpin coils, may be provided with ns 92 liberally distributed thereon to hasten heat exchange.

Evaporation of the liquefied ammonia or other refrigerant introduced into Ythe uppermost coils 98 from the conduit 86 is accomplished by the introduction of a stream of helium or hydrogen gas, or other appropriate carrier gas, into the uppermost coils 90 from a carrier gas line 94 of large capacity which conducts carrier gas from the top of the header 54 of the absorber A by way of a carrier gas storage Vessel 95. When the carrier gas stream from the line 94 passes into contact with the liquid refrigerant in the uppermost coils 9), the liquid refrigerant evaporates by reason of the consequent partial pressure condition established in this portion of the system. The result is refrigeration.

valve |06 located in the conduit 05.

From the lowermost coils 90 of the evaporator R, a mixture of cold ammonia gas and carrier gas returns by a conduit 93 to the gas receiving chamber 56 in the intermediate portion of the absorber A, whence the cold refrigerant gas and carrier gas rise through the hairpin coils 55 in countercurrent contact with the lean absorption liquid entering these coils from the manifold t0. and the nozzles 62 in the header 54. In this manner, the refrigerant gas` is reabsorbed to produce fresh rich absorption liquid for repetition of the cycle, the carrier gas being separated from the refrigerant and returned to the refrigeration zone. It will be noted that the header 54, the carrier gasstorage vessel 35, and the carriergas line 94 are shown as of relatively large cross-sectional areas with respect to the conduits for handling other gases and liquids, the purpose of these greater cross-sectional areas being to reduce to the frictional contact of the carrier gas in its passage back to the refrigeration zone in the uppermost coils S0, whereby to produce relatively rapid` flow of the carrier gas and to establish a draft or wind thereof to insure good evaporation of theliqueiied refrigerant and correspondingly good refrigeration in the coils 30.

Provision is made for quickly defrosting the refrigerator coils 90 by employing means adapted to by-pass the condenser C and cut it out of the system temporarily. In the form shown in the drawings, a by-pass conduit is adapted to be connected with the upper end of the gas and vapor pipe 'i6 by means of a` three-Way rotary valve |02, the valve body having a T-shaped passage |03 adapted to connect the pipe iii with `the line 11; `as` shown in Figs. 2 and 4, when the coils are used for refrigeration purposes, and adapted to be rotated about 90 from the position shown` so as to connect the upper end of the inclined portion of the Vapor pipe 15 with the by-pass conduit |00 whereby hot gases and vapors rising through the pipe 16 from the collector L will enter the by-pass conduit |00. The other end of the conduit |00 leads into the up.- permost coils 00 of the evaporator R. Rotation of the body of the valve |02 may be accomplished when desired by manipulating a lever |04. At the time that the valve |02 is rotated to convert the coils 90 intoheating coils, it may be desirable to close the liquefied refrigerant conduit 35, and this may be done by means of any appropriate Thus, when the coils' 00 are employed as refrigerating coils, the valve |08 is open, but when the coils 00 are tobe heated, the valve |08 is closed.

During periods when the coils 00 are heated, the carrier gas, hydrogen or helium, tends to accumulate in the storage vessel 95 and in the header 54 and the line 94 connected therewith. Refrigerant and water, which are condensed in the coils 90, leave the lowermost coil and iiow by gravity through the return line 9B into the gas receiving chamber E of the absorber A, whence the liqueed portions drop down into the receiver 58, and uncondensed gases rise through the absorber tubes 55 in contact with the descending lean absorption liquid supplied by the manifold 60. In this manner, condensed or liquefied refrigerant is returned directly into the rich absorption liquid in the receiver 58 of the absorber A, thereby increasing the refrigerant concentration therein in preparation for handling the increased refrigeration load which will be` imposed uponthe system afterdefrosting has According to one form ofthe invention it is y desired to provide for employing the coils 30 of the evaporator R not only for the purpose of defrosting the coils, but also for converting them into a heater for warming the storage compartment should the outside atmosphere become too low and threaten freezing, or for heating a passenger compartment of the vehicle, or f'or heating passenger compartments of buses and the like. For such purposes, the valve |02 is desirably coneeted to a thermostat |10 in the compartment i3 or similar compartment through the medium of any suitable operating connection ||2 leading to the lever |04 or other means for actuatingthe valve |02. Under these circumstances the valve |08 also may be thermostatically controlled if desired. In this manner, the apparatus is made completely automatic so that temperatures are prevented from rising objectionably high, and likewise from falling objectionably low. i

The cooling effect of the rising air column 22a upon the coils 55 of the absorber A. and the coils of the condenser C, and also upon the rectifier provided by the gas line il and its fins 18, may be enhanced by forcing the draft through the column 22a as by a fan or by employing the exhaust gases from the engine E to `produce an aspirator or ejector eifect in the air vent 23. As shown, this is accomplished by positioning the end |20 of an exhaust pipe |22 horizontally in the hood 20a above the air column 22a so that it projects rearwardly and terminates just within the air vent 23 approximately as shown in Fig. 3. In this manner an air circulation is induced upward through the air column 22a to assist the force of the air current entering through the air intake 25. The exhaust pipe |22 may be connected in any desired manner with an exhaust manifold |23 on the engine E, as by means of a conduit |24 leading to a conventional mufller |25.

The exhaust from the engine E may also be relied upon when necessary to supply auxiliary heat to the generator G to meet increased refrigeration requirements. This may be accomplished by employing a three-Way valve body |26 which is connected With the exhaust pipe 22 and with the muffler |25. One branch of this valve body |26 is connected with a branch exhaust pipe |28 Which carries heat distributing fins |29 and rises through the container 44 of the generator G and then passes through they outside wall 20 of the housing H to return to the exhaust pipe |22. In order to regulate the flow of exhaust gases through the branch pipe |28 as required by refrigeration demands, a butterfly valve |30 is placed in the valve body |26 at the juncture of the branches leading to the pipes |22 and |28. The valve |30 is adapted to be thermostatically actuated as by means of a rod or cable |32 connected with an arm l 33 outside the valve body |23 and carried by the valve |301, the `rod |32 being also connected with a bellcrank |34 preferably actuated through a connection |35 from a thermostatically controlled device |36 in the refrigerating compartment I8. In this manner, as much heat may be diverted from the exhaust pipe |22 into the'branch pipe |28 as may be required to augment the heat supplied by the heating coil 40.

For purposes of controlling the temperature of cooling fluid in the engine block I0. a control |40 in the form of a thermostat or` pres- 4liquid refrigerant leaving the nozzles |55. Varrangement provides for maximum evaporation rand utilization of the refrigerating power of the surestat is placed in the head 28 where it is lo# v cated in the liquid if it is a thermostat and cooling liquid is circulated, or where it is in the vapor if a vapor cooling system is employed. This control |40 is connected with adjustable -louvers 42 which are disposed in front of the cooling coils 35 and are moved as by means of any appropriate linkage |43 between the control |40 and a bellcrank |44 which moves an maintained within desirable operating limits.

In Fig. 6 of the drawings there is shown a preferred modification of the construction of the evaporator R. In general, this conforms with that shown in Figs. 2 and 3, in that a plurality of vertically arranged, transversely extending hairpin coils 90a provided with fins 92a. are employed, and a large carrier gas line 95a and a liquefied refrigerant conduit 86a both feed the coils 90a, the flow of liquid refrigerant being controlled by the valve |08 and the valve 8l which is regulated by the thermostat 88. However, the upper end of the carrier gas line 94a is arranged in the form of an elongated header |50 which receives a manifold |52 in the form of an extension of the liquid refrigerant conduit 86d, VThe header |50 also receives the upper ends of the coils 90a, these upper ends being ared at |54 and in turn receiving respectively the tips of a plurality of Anozzles |55 carried by the manifold |52. As in the case of the nozzles 62 feeding into the flared ends 63 of the coils 55 of the absorber A, the liquid supplied by the nozzles |52 is evenly distributed among the coils 90a. Thus, uniformity of contact is assured between hydrogen ,also entering the coils 90a through the ared ends |54, and jets of the This liquid refrigerant. All the coils 95a discharge their resultant cold mixture of refrigerant gas and carrier gas into a receiving lline 06a arranged as a receiving header at the bottom of the evaporator unit. Line 90a passes into the large carrier gas line 54a and is directed downwardly therethrough and provided with i-lns |56 for absorption of heat from the stream of risingV carrier gas passing to the gas header |50 preparatory to performing its evaporating function on the liquefied refrigerant.

In addition `to the statements of operation of the various portions of the system as given in 'connection with the foregoing description of the apparatus, the following outline of the operation of the system as a whole is provided. Heat applied to the heating coil 45 of the generator G to liberate refrigerant gas from the gas absorption liquid in the container 44, whereby the gas absorption refrigeration system is energized, is derived from the cooling fluid which is heated in the passages 30 constituting a, cooling jacket of the engine block i 0 of the engine E. The heat thus imparted in the generator G to the gas absorption liquid and the refrigerant gas liberated therefromis eventually dissipated to the atmosphere. This is accomplished by disposing the vcondenser C which produces liquefied refrigerant,

vnular chamber 14;

and the absorber A in which vaporized refrigerant is later reabsorbed in the absorption liquid, in a draft of cooling air which is provided as an up-draft in the air column or cooling stack 22d disposed at one side of the chamber 22. The air up-draft in column 22a, is established in part by the natural tendency of the air to rise which has been heated by contact with the absorber A and the condenser C; in part by the air current passing into the air intake 25 when the vehicle is moving' forwardly; and in part by the forced draft produced by the aspirator effect of the exhaust gases leaving the rearwardly directed end |20 of the exhaust pipe |22, the discharge opening of the pipe end |20 being so disposed in the air vent 23 under the hood 20a as to induce an artificial draft by an ejector action which is assisted somewhat when the vehicle moves forwardly by reason of the rearward facing of the air vent 23.

Following production of liquefied refrigerant in the condenser C and its vaporization in the evaporator R to produce refrigeration in the refrigerator compartment I8, rich absorption liquid is produced in the absorber A by causing lean absorption liquid from the accumulator K to enter the upper end of the absorber tubes 55, as heretofore explained, and pass downwardly therein in counter-current relation to rising refrigerant gas and carrier gas. 'Ihe resultant rich absorption liquid accumulates in the receiver 58 of the absorber A to establish a liquid level approximately as indicated by the dotted line 50. From the receiver 58, the fresh rich absorption liquid passes through the heat exchanging line 55 in the heat exchanger 52, whereby the rich absorption liquid is warmed by indirect heat exchange with the hot lean absorption liquid passing from the lower part of the accumulator K through the heat exchanger 52 to the outlet conduit 53 by which it is passed to the header 54 of the absorber A. This heat exchange is facilitated by the turbulence produced by the helical ns 66 secured on the line 65. The warmed rich absorption liquid flowing from the line 55 enters the lower portion of the stand-pipe 10, where it is picked up by hot gases and vapors issuing from the lower end of the depending vapor pipe 72 leading from the top of the accumulator K and is elevated by the gas lift effect of the hot gases into the upper portion of the stand-pipe 70, whence it passes into the annular chamber '|4 of the collector L to establish a liquid level such as indicated by the dotted line l5. Under conditions of light refrigeration load, when the gas lift effect is relatively light, the liquid raised by gas lift will flow out through the perforations 13 in the top of the stand-pipe 10, but under conditions of heavy refrigeration load, or when large quantities of the heat are being applied to the generator G to liberate larger proportions of hot gases and vapors, the gas lift effect will be greater, and the perforations 13 may not be able to accommodate the liquid elevated in the stand-pipe 10, with the result that the excess liquid will overilow the top of the stand-pipe 10 and tend to establish a higher liquid level and consequent greater hydrostatic head in the an- This condition may exist when greater amounts of heat are supplied by the coil 40 than are required for ordinary refrigeration demands, or when auxiliary heat is required to be supplied through the branch exhaust `pipe |28 to meet increased refrigeration de mands. One of the results of the overiiowing of stance, the amount of constant boiling liquid employed will be such as to provide an operating level somewhere Within the chamber 29 in the cylinder head 28, somewhat as indicated by the dotted line 43. When employing such a liquid, only vapors thereof are passed through the riser 33 and the line 4|, these vapors being condensed into liquid in the condensing coils 35 and returned to the passages 3D in the engine block lil, While the vapors passing through the line 4| into the heating coil 40 will be condensed by reason of the transfer of heat to the absorption liquid in the generating container 44 for distilling off the refrigerant gas, the condensate returning through the line 4l to the cooling liquid passages 39 in the block I0. Water might be employed as a constant boiling point liquid, but ordinarily its boiling point probably would be too high. Therefore, known constant boiling mixtures of lower boiling point may be used, such as a water and secondary butyl alcohol mixture which contains about 27.3% water and 72.7% secondary butyl alcohol, and boils at 189.5" F., or a water and ethyl alcohol mixture which con tains about 4.4% water and 95.6% alcohol, and boils at about 173 F.

As has also been previously indicated, the employment of hydrogen as a carrier gas in iron and steel parts is ordinarily objectionable because of the hydrogen loss by seepage through the pores of the metal. Since it is desirable to employ iron or steel in connection with at least some of the parts of the system, it is desired to employ a satisfactory substitute for hydrogen, helium being preferred. Due to its larger molecule, the helium loss is much less than that of hydrogen, and since its molecular weight is only about one-fourth that of ammonia, it is light enough to separate readily when ammonia is used as the refrigerant gas.

However, where employing helium as the carrer gas, it may be desirable, in view of its molecular weight, which is 4, to employ a refrigerant that is heavier than ammonia, the molecular weight of which is 17. For this purpose, an appropriate readily vaporizable material is monomethylamine, the molecular weight of which is 31 and the boiling point of which is about F. In view of the relatively greater difference between the molecular weights of helium and monomethylamine than between helium and ammonia, gravity separation between the two gases in the system is facilitated.

Since many improvements of the generic invention here disclosed will be apparent to those skilled in the art, it is intended to reserve all such variations as fall within the scope of the appended claims.

I claim as my invention:

1. In combination in a vehicle: an internal combustion engine adapted to propel said vehicle and having hot fluid disposal means; a

vertically extending chamber having an air intake at its bottom and an'air vent at its top; refrigerant producing apparatus disposed in said chamber including a generator adapted to liberate refrigerant gas from a gas-containing absorption liquid in the generator; a compartment; a refrigerating element disposed in said compartment, said element being operatively connected with said apparatus to receive refrigerant therefrom; means connecting said hot uid disposal means with said generator to supply heated uid from said engine for liberating refrigerant gas from said absorption liquid; and an exhaust pipe connected with said engine for conveying exhaust gases, Vsaid pipe having an outlet disposed adjacent said air vent and adapted to induce a draft of cooling air through said chamber.

2. A method of refrigerating a compartment carried on a vehicle having a heat generating engine provided with a passage adapted to receive a cooling fluid, comprising: circulating a gas absorption liquid containing absorbed refrigerant gas in a gas-absorption refrigeration system; heating a portion of said system to liberate refrigerant gas by applying hot fluid from said passage of said engine to said portion of said system; separating said released refrigerant gas from the resultant hot lean absorption liquid; liquefying said refrigerant gas, said gas being liquefied by a draft of cooling air forced by an aspirator effect established by employing exhaust gases from said engine; and Vaporizing the liquefied refrigerant in an evaporator in said compartment.

MARION F. KNOY.

REFERENCES CITED UNITED STATES PATENTS Number Name Date 1,199,380 Hiller Sept. 26, 1916 1,791,441 Bertsch Feb. 3, 1931 1,897,223 Altenkirch Feb. 14, 1933 1,920,612 Von Platen Aug. 1, 1933 1,955,345 Sarnmark Apr. 17, 1934 1,985,636 Foas Dec. 25, 1934 2,009,067 Mulholland July 23, 1935 2,080,195 Bergholm May 1l, 1937 2,138,777 Zellhoefer Nov. 29, 1938 2,142,960 Zellhoefer Jan. 3, 1939 2,181,376 Lynger Nov. 28, 1939 2,187,982 Moncreif Jan. 23, 1940 2,269,099 Grubb Jan. 6, 1942 2,316,792 Irwin Apr. 20, 1943 FOREIGN PATENTS Number Country f Date 676,408 France Feb. 22, 1930 693,689 France Nov. 24, 1930 

